EP1850195A1 - Procédé et dispositif pour tester un commande de moteur et dispositif de commande de moteur adapté - Google Patents

Procédé et dispositif pour tester un commande de moteur et dispositif de commande de moteur adapté Download PDF

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Publication number
EP1850195A1
EP1850195A1 EP06008527A EP06008527A EP1850195A1 EP 1850195 A1 EP1850195 A1 EP 1850195A1 EP 06008527 A EP06008527 A EP 06008527A EP 06008527 A EP06008527 A EP 06008527A EP 1850195 A1 EP1850195 A1 EP 1850195A1
Authority
EP
European Patent Office
Prior art keywords
control unit
signal
time
test system
crank angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06008527A
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German (de)
English (en)
Other versions
EP1850195B1 (fr
Inventor
Wolfgang Mantel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Siemens AG
Continental Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Continental Automotive GmbH filed Critical Siemens AG
Priority to EP06008527A priority Critical patent/EP1850195B1/fr
Priority to DE502006005781T priority patent/DE502006005781D1/de
Priority to AT06008527T priority patent/ATE453884T1/de
Priority to PCT/EP2007/052298 priority patent/WO2007122041A1/fr
Publication of EP1850195A1 publication Critical patent/EP1850195A1/fr
Application granted granted Critical
Publication of EP1850195B1 publication Critical patent/EP1850195B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/05—Programmable logic controllers, e.g. simulating logic interconnections of signals according to ladder diagrams or function charts
    • G05B19/058—Safety, monitoring
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/042—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
    • G05B19/0426—Programming the control sequence

Definitions

  • the present invention relates to the test of functions of a control device for an internal combustion engine, in particular a control device for the internal combustion engine of a motor vehicle, hereinafter also referred to as "engine control unit".
  • an engine control unit is connected via suitable interfaces with electrical and / or electronic components of the relevant internal combustion engine.
  • the engine control unit calculates suitable ignition times, for example for triggering an ignition system.
  • the engine control unit calculates suitable injection specifications for triggering an injection system, such as injection times and quantities of fuel to be injected.
  • the engine control unit In modern motor vehicles, the engine control unit often also performs control functions relating to other vehicle components, such. B. the control of an automatic transmission or the control of a brake system. Alternatively or additionally, such engine control units communicate via a communication bus with dedicated control units for controlling other vehicle components.
  • time and angle basis refers both to the specific timing of any event simulated by the test system with respect to a so-called “time and angle basis” of the control device and to the precise knowledge of the timing of control device reactions with respect to this time and angle basis.
  • time and angle basis hereby designates an engine control unit-internal time signal (representative of the time) and an engine control unit-internal crank angle signal (representative of the crank angle of the relevant internal combustion engine), on the basis of which the control unit carries out its functions.
  • an angle base (one or more crank angle signals) in an engine control unit may e.g. B. play a role in the calculation of a suitable ignition timing, such as when the ignition should take place at a certain (usually speed-dependent) angular position of the crankshaft.
  • the time base (one or more time signals) z. B. relevant for the calculation of the charging start time for an ignition coil.
  • the time base required for the operation of the engine control unit is, so to speak, a "very precisely running clock in the engine control unit", whereas the angle base represents a "precise angle indicator regarding the current crankshaft position”.
  • the time resolution is typically on the order of a few 100 ns and the angular resolution is typically of the order of a few hundredths of a degree.
  • the known methods and devices for testing controller functions do not permit automated real-time testing of engine control functions with significance on such high-resolution time or angle bases.
  • a test system which at least partially simulates a real operating environment of the control unit and in this case provides the control unit with a simulated crankshaft signal, wherein the test system generates a time signal and a crank angle signal, which are used by the control unit when carrying out the function to be tested.
  • the invention provides a common time and angle basis for the test system and the controller to be tested. This enables automated real-time tests for motor control functions with high significance.
  • test scenarios or triggering events for specific control functions can be defined with high temporal accuracy.
  • the pulse patterns, control signals, etc., which are then generated by the control function can be correlated with the triggering events on the basis of the common time and angle base.
  • synchronization of a control unit-internal time signal used by the control unit during execution of the function to be tested with the time signal generated by the test system and synchronization of an internal control unit is carried out in the implementation of the function to be tested by the control unit used crank angle signal with the crank angle signal generated by the test system.
  • control unit-internal time signal and the control unit-internal crank angle signal represent the actually used in real operation of the control unit time and angle base.
  • the generation of the time signal can, for. B. based on a count of pulses of a periodic clock signal.
  • the generation of the crank angle signal may, for. B. based on a count of pulses of the crankshaft signal.
  • the time and angle base is ultimately updated as in real operation based on the supplied crankshaft signal, but synchronized before a functional test with a test system internal time and angle basis.
  • control unit comprises (additional) registers or counters specially provided for the test procedure, in which a time and angle base is stored and updated, which correlates with a corresponding base of the test system, in particular is synchronized.
  • the test system places the control unit in a special test operating mode, in which at least for the functions to be tested, that time and angle base is used by the control unit, which is present in the specially provided register or counter.
  • special test operating mode in which at least for the functions to be tested, that time and angle base is used by the control unit, which is present in the specially provided register or counter.
  • their implementation is based on a time and angle basis, which is also used in the actual operation of the engine control unit.
  • the time and angle basis realized by the specially provided registers or counters may also be used merely to call up a function to be tested in terms of time and / or angle and / or to detect a reaction of the function occurring in time and / or angle ,
  • a test command may be issued from the test system to the controller specifying the exact time and / or angle (in terms of common time and / or angle basis) for the call to the function being tested.
  • the reaction of the function (eg a specific pulse pattern) is then recorded by the test system with time and / or angle precision.
  • As part of a test evaluation can then z. B. the dependence of the reaction (type, time or angle) of the controller of the time and / or the angle of the function call are examined.
  • the synchronization of the time signals and / or the crank angle signals can be in a simple manner z. B. triggered by a test system output to the control unit synchronization command.
  • a command can z. B. via an intended for real operation anyway interface of the controller with a communication bus (eg., CAN bus) are transmitted.
  • the timing of the output of the synchronization command does not directly define the times at which synchronous waveforms of the common time signal and the common crank angle signal should begin (as this would be relatively inaccurate in practice).
  • the times of the beginning of the synchronous curves are preferably carried out using an algorithm that runs on the one hand in the control unit and the other identical in the test system based on the provided crankshaft signal, the synchronization command or more preferably in response to the synchronization command from the controller command confirmation returned to the test system merely defines the beginning of the processing of the mentioned algorithms.
  • a common beginning of the synchronizing courses can then be defined in a simple manner by a specific characteristic of the crankshaft signal.
  • the point in time of the beginning of the synchronous courses of the crank angle signals also defines the beginning of the synchronous courses of the time signals.
  • a synchronization of the crank angle signals which is easier to accomplish in practice is sufficient by means of an "agreement between test system and control unit".
  • the control unit on the one hand and the test system on the other hand can use it to define the "zero point of the time base" for itself.
  • crankshaft signal which is simulated by the test system and provided to the control unit, preferably contains a per se known, so-called "tooth signal", as z. B. can be generated by an arranged on the crankshaft of the internal combustion engine Drehwinkelkodier adopted as an electrical pulse train that repeats angle-periodically after each 360 ° rotation of the crankshaft.
  • crank angle signal contains an encoded with respect to the rotation angle representation of the crankshaft signal, wherein in the case of the mentioned tooth signal preferably an interpolated crank angle signal is generated in order to increase the angular resolution.
  • FIG. 1 shows a device, generally designated 10, for testing individual functions of a control unit 12 for an internal combustion engine of a motor vehicle.
  • control unit 12 is connected via an interface arrangement 14 with electrical and electronic vehicle components, which can be roughly divided into actuators and sensors.
  • Actuators such.
  • fuel injectors or power amplifiers for this purpose, etc. are controlled in a program-controlled manner by the control unit 12, whereas sensors such.
  • sensors such.
  • a rotary encoder on the crankshaft, etc. provide signals for the controller 12, which are needed in the algorithms for performing the control functions.
  • control unit 12 includes an interface 16 to a communication bus 18, which is formed in the illustrated embodiment as a CAN bus.
  • This bus 18 is used in the real operating environment for communication between a plurality of vehicle components. For example, via this bus 18 messages between the engine control unit 12 on the one hand and actuators, sensors or other electronic On the other hand, devices (eg on-board computer) are transmitted.
  • central processing unit 20 In addition to the interfaces 14, 16, only one central processing unit (CPU) 20 and a memory device 22 in which information about the current time and the current angular position of the crankshaft are stored and continuously updated are symbolized in FIG.
  • This information also referred to here as the time and angle base, are present in the form described below in more detail as a plurality of digital signals and can be used by the central processing unit 20 when carrying out control unit functions.
  • a test system 24 is provided, which in the illustrated example consists of a test automation computer 26 (eg PC) and a test automation hardware 28.
  • the hardware 28 is connected via an interface arrangement 30 to the interface arrangement 14 of the control unit 12 and via an interface 32 to the communication bus 18 and at least partially simulates a real operating environment for the control unit 12.
  • the hardware 28 comprises a simulation computer 34 (not shown) ) dedicated hardware components for simulating individual vehicle components (eg actuators and sensors).
  • the calculations required for the simulation are accomplished in the simulation computer 34 by a central processing unit 36.
  • the simulation computer 34 generates, uses and updates very precisely (realistically) a time and angle basis whose current values are stored in a memory device 38 of the simulation computer 34. From this time and angle base, a tooth signal representing the rotation of the crankshaft is generated and then provided to the controller 12 via the interface assembly 14 as in a real operating environment.
  • test automation computer 26 connected to the hardware 28 via a further interface 40 is provided on which a test program which can be programmed in a comfortable manner can be stored and during the execution of the test method expires.
  • control unit 12 or individual functions of this control unit can be subjected to extensive testing, which is of great use, for example, in the context of a trial of changed hardware and / or software components of the control unit 12.
  • test arrangement A special feature of the test arrangement is that in particular automated real-time tests for individual engine control functions (black box test) with high temporal resolution are possible. This is because at the beginning of a test procedure, the time and angle bases of the test system 24 and of the control unit 12 are synchronized. The synchronization procedure carried out for this purpose is described below by way of example with reference to FIG. 2.
  • FIG. 2 illustrates the test procedure of creating a time and angle base in the controller 12 that is identical to that of the test automation hardware 28.
  • the figure shows traces of different signals plotted with respect to time t.
  • the arrangement of pulse pauses in the signal CRK can be clearly seen in Fig. 2 and in practice a suitable means for coding the angular position with respect to an "angle zero point" (eg with respect to an upper or lower dead center of the piston position).
  • crankshaft signal CRKINT An interpolation of the crankshaft signal CRK also produces an interpolated crankshaft signal CRKINT having a resolution increased by a factor of 256. Accordingly, this signal CRKINT consists of pulses whose intervals each correspond to a crankshaft rotation of 6 ° / 256.
  • the interpolated crankshaft signal CRKINT is input to a first counter which generates therefrom an angle signal ANGREF, the value of which is representative of the crank angle within a 720 ° interval, which in the illustrated example (a four-stroke engine) represents the relevant combustion cycle.
  • the angle-periodic reset (after each 720 °) is forced by an angle signal ANGREF, which is also shown in the figure and generated based on the signal CRK every other occurrence of the pauses in this signal CRK.
  • the angle signal ANGP consists of a sequence of pulses, each causing a falling edge of the signal ANGREF (by resetting the first counter).
  • the interpolated crankshaft signal CRKINT is also input to a second counter which generates therefrom an absolute or accumulated angle signal ANGABS.
  • Angle signals ANGREF, ANGP, ANGABS together form an angular portion of the time and angle bases that are generated equally in both test automation hardware 28 and controller 12. However, during respective initialization procedures which take place in these two devices, it is not ensured that the time profiles of these signals are identical. However, this is achieved by a synchronization procedure described below.
  • time signals TIMEREF, TIMEP, TIMEABS Another portion of the time and angle bases is formed by the time signals TIMEREF, TIMEP, TIMEABS described below.
  • the time signal TIMEREF is formed at the output of a counter acted upon by a periodic clock signal, which is reset periodically every 10 ms in the illustrated embodiment by a time signal TIMEP.
  • this clock signal z. B identical to a signal used for clocking a CPU (or derived therefrom).
  • the time signal TIMEP can be generated, for example, by dividing the said clock signal.
  • the time signal TIMEP consists of a sequence of pulses, each causing a falling edge in the signal TIMEREF.
  • the periodic clock signal is input to another counter to form therefrom the absolute or accumulated time signal TIMEABS.
  • test automation hardware 28 transmits a synchronization command (CAN message) to the control unit 12 via the communication bus 18.
  • CAN message a synchronization command
  • This transmission is shown in FIG. 2 at a time t1. From this point on, the hardware 28 and controller 12 interrupt the generation of pulses in the ANGP and TIMEP signals.
  • the synchronization command is confirmed at a time t2 by a confirmation message transmitted from the controller 12 via the communication bus 18 back to the hardware 28.
  • the next reset pulse in the signal ANGP following this time t2 causes the two angle counters which generate the signals ANGREF and ANGABS to be reset and thus defines the beginning of the common angle base.
  • this reset pulse in the signal ANGP also resets the two time counters which generate the signals TIMEREF and TIMEABS. The beginning of the common course The angle base is thus also used to synchronize the time base.
  • the mentioned counters (for time or angle) can each be realized by hardware and / or software.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Testing Of Engines (AREA)
EP06008527A 2006-04-25 2006-04-25 Procédé et dispositif pour tester un commande de moteur et dispositif de commande de moteur adapté Not-in-force EP1850195B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP06008527A EP1850195B1 (fr) 2006-04-25 2006-04-25 Procédé et dispositif pour tester un commande de moteur et dispositif de commande de moteur adapté
DE502006005781T DE502006005781D1 (de) 2006-04-25 2006-04-25 Verfahren und Vorrichtung zum Testen eines Motorsteuergeräts sowie hierfür geeignetes Motorsteuergerät
AT06008527T ATE453884T1 (de) 2006-04-25 2006-04-25 Verfahren und vorrichtung zum testen eines motorsteuergeräts sowie hierfür geeignetes motorsteuergerät
PCT/EP2007/052298 WO2007122041A1 (fr) 2006-04-25 2007-03-12 Procédé de test d'un appareil de commande motorisé et système de test approprié

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06008527A EP1850195B1 (fr) 2006-04-25 2006-04-25 Procédé et dispositif pour tester un commande de moteur et dispositif de commande de moteur adapté

Publications (2)

Publication Number Publication Date
EP1850195A1 true EP1850195A1 (fr) 2007-10-31
EP1850195B1 EP1850195B1 (fr) 2009-12-30

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EP06008527A Not-in-force EP1850195B1 (fr) 2006-04-25 2006-04-25 Procédé et dispositif pour tester un commande de moteur et dispositif de commande de moteur adapté

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EP (1) EP1850195B1 (fr)
AT (1) ATE453884T1 (fr)
DE (1) DE502006005781D1 (fr)
WO (1) WO2007122041A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2083339A1 (fr) * 2008-01-28 2009-07-29 dSPACE digital signal processing and control engineering GmbH Dispositif et procédé destinés à l'exécution de tests à l'aide de dispositifs de test et d'expérimentation cascadés fonctionnellement
EP3502817A1 (fr) * 2017-12-19 2019-06-26 ABB Schweiz AG Procédé pour faciliter les essais et la simulation de système de commande

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015226733A1 (de) 2015-12-25 2017-06-29 Cem Orkan Özcelik Vorrichtung und Verfahren zur Simulation von Signalen eines Verbrennungsmotors und zur Überprüfung von Motorsteuergeräten
CN106444702A (zh) * 2016-09-14 2017-02-22 成都雅骏新能源汽车科技股份有限公司 一种整车控制器测试信号发生装置

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US5978436A (en) * 1993-09-15 1999-11-02 Robert Bosch Gmbh Device for electronically simulating the position of a component
US6002992A (en) * 1997-06-16 1999-12-14 Motorola Inc Test system for verifying angle/time based systems and method therefor
WO2002037399A1 (fr) * 2000-11-03 2002-05-10 Detroit Diesel Corporation Simulateur de capteur pour l'etalonnage et la maintenance de moteurs a combustion interne
US6914914B1 (en) * 2001-05-22 2005-07-05 Rockwell Automation Technologies, Inc. System and method for multi-chassis configurable time synchronization
WO2006035038A2 (fr) * 2004-09-28 2006-04-06 Robert Bosch Gmbh Procede pour tester un logiciel d'appareil de commande pour un appareil de commande

Family Cites Families (1)

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Publication number Priority date Publication date Assignee Title
DE10303489A1 (de) * 2003-01-30 2004-08-12 Robert Bosch Gmbh Verfahren und Vorrichtung zum Testen von Software einer Steuereinheit eines Fahrzeugs

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
US5978436A (en) * 1993-09-15 1999-11-02 Robert Bosch Gmbh Device for electronically simulating the position of a component
US6002992A (en) * 1997-06-16 1999-12-14 Motorola Inc Test system for verifying angle/time based systems and method therefor
WO2002037399A1 (fr) * 2000-11-03 2002-05-10 Detroit Diesel Corporation Simulateur de capteur pour l'etalonnage et la maintenance de moteurs a combustion interne
US6914914B1 (en) * 2001-05-22 2005-07-05 Rockwell Automation Technologies, Inc. System and method for multi-chassis configurable time synchronization
WO2006035038A2 (fr) * 2004-09-28 2006-04-06 Robert Bosch Gmbh Procede pour tester un logiciel d'appareil de commande pour un appareil de commande

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2083339A1 (fr) * 2008-01-28 2009-07-29 dSPACE digital signal processing and control engineering GmbH Dispositif et procédé destinés à l'exécution de tests à l'aide de dispositifs de test et d'expérimentation cascadés fonctionnellement
WO2009095202A1 (fr) * 2008-01-28 2009-08-06 Dspace Digital Signal Processing And Control Engineering Gmbh Procédé et dispositif pour la réalisation de tests au moyen de dispositifs de test et d’expérimentation fonctionnels en cascade
EP3502817A1 (fr) * 2017-12-19 2019-06-26 ABB Schweiz AG Procédé pour faciliter les essais et la simulation de système de commande
WO2019121745A1 (fr) * 2017-12-19 2019-06-27 Abb Schweiz Ag Procédé pour faciliter le test et la simulation d'un système de commande
CN111512251A (zh) * 2017-12-19 2020-08-07 Abb瑞士股份有限公司 用于促进控制系统测试和仿真的方法
CN111512251B (zh) * 2017-12-19 2024-04-16 Abb瑞士股份有限公司 用于促进控制系统测试和仿真的方法

Also Published As

Publication number Publication date
WO2007122041A1 (fr) 2007-11-01
ATE453884T1 (de) 2010-01-15
EP1850195B1 (fr) 2009-12-30
DE502006005781D1 (de) 2010-02-11

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